EP3880546A1 - Élément conique faisant office d'accouplement dans un espace de montage k0 - Google Patents

Élément conique faisant office d'accouplement dans un espace de montage k0

Info

Publication number
EP3880546A1
EP3880546A1 EP19816539.1A EP19816539A EP3880546A1 EP 3880546 A1 EP3880546 A1 EP 3880546A1 EP 19816539 A EP19816539 A EP 19816539A EP 3880546 A1 EP3880546 A1 EP 3880546A1
Authority
EP
European Patent Office
Prior art keywords
cone
clutch
hybrid module
module according
item
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19816539.1A
Other languages
German (de)
English (en)
Inventor
Uwe Grossgebauer
Steffen Einenkel
Axel Rohm
Thomas Dögel
Tobias HÖCHE
Daniel Lorenz
Thomas Drexlmaier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3880546A1 publication Critical patent/EP3880546A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/24—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0632—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with conical friction surfaces, e.g. cone clutches
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/05—Cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/424—Friction clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a hybrid module comprising an internal combustion engine and an electrical machine, a separating clutch, also referred to as a KO, being provided between the internal combustion engine and the electrical machine.
  • Hybrid modules with a KO are known in the prior art, the KO requiring a large additional installation space, which has a disadvantageous effect on the vehicle construction. Furthermore, the solutions have a relatively complex structure and are associated with high manufacturing costs.
  • the object of the invention is to provide a hybrid module which requires less installation space compared to the prior art, is built up in a less complex manner and / or can be produced more cheaply.
  • a hybrid module for a vehicle which is arranged in a drive train between a drive unit, in particular an internal combustion engine, and an output, wherein an electrical machine is provided, wherein a rotor of the electrical machine is connected to the output, and between the drive unit and the electrical machine is provided with a clutch, characterized in that the clutch is designed as a cone clutch.
  • Embodiments of a hybrid module are characterized in that a torsion damper is also arranged between the drive unit and the electrical machine before and / or after the clutch.
  • Hybrid modules according to embodiments are characterized in that the cone clutch is operatively connected to a torque converter on the output side.
  • Embodiments of a hybrid module are characterized in that the con nus clutch has only one friction surface.
  • Hybrid modules according to embodiments are characterized in that the cone clutch has at least one external friction ring (ARR) and one intermediate friction ring (ZRR), and that external friction ring (ARR) is connected to the rotor.
  • ARR external friction ring
  • ZRR intermediate friction ring
  • FIG. 1 Further embodiments of a hybrid module are characterized in that the external friction ring (ARR) is formed in one piece with a rotor carrier of the rotor.
  • ARR external friction ring
  • Hybrid modules are characterized in that a connecting plate is provided on the drive side, and that the intermediate friction ring (ZRR) is connected to the connecting plate in a form-fitting manner in the circumferential direction and is axially movable to the connecting plate.
  • ZRR intermediate friction ring
  • Embodiments of a hybrid module are characterized in that the cone clutch has an inner friction ring (IRR) and that the outer friction ring (ARR) and the inner friction ring (IRR) are arranged in a manner to prevent rotation.
  • IRR inner friction ring
  • ARR outer friction ring
  • IRR inner friction ring
  • Hybrid modules according to embodiments are characterized in that the intermediate friction ring (ZRR) is segmented.
  • ZRR intermediate friction ring
  • Embodiments of a hybrid module are characterized in that the cone coupling is designed as a normally open.
  • Hybrid modules are characterized in embodiments in that the cone clutch is designed with at least one inserted friction lining, which is not firmly connected to another component of the cone clutch.
  • Embodiments of a hybrid module are characterized in that the clutch coupling can be actuated via a piston and that the piston is formed in one piece with the internal friction ring (IRR).
  • Embodiments of a hybrid module are characterized in that the cone tapers in the direction of the piston actuation in the case of a normally open cone clutch, and in that the cone tapers in the direction of the piston actuation in the case of a normally closed cone clutch.
  • Hybrid modules according to embodiments are characterized in that an oil is provided on the cone coupling in a bleaching oil.
  • Embodiments of a hybrid module are characterized in that a part of the oil flow is guided through the opened cone coupling for the oil guidance and this part of the oil flow is interrupted when the cone coupling is actuated.
  • Fig. 1 1 version cone-KO with right-hand cone as NO - ZRR with torsion onsuffer connected
  • Fig.1 shows the design of a wet multi-plate clutch as a KO and represents the prior art.
  • the inner plate carrier (ILT) Pos.4 is connected via a rivet connection Pos.3 with the input part Pos.1.
  • the inner lamellae item 5 are connected via a toothing item 6 but are axially displaceable.
  • the electrical machine (EM) item 10 is attached to the rotor carrier item 8 on the outer disk carrier (ALT) item 9 and this in turn is attached to the converter cover item 11 Shown here as welded joints.
  • the ALT In addition to the carrier function of the outer fins, item 7, the ALT also takes on the function of connecting the EM to the converter cover and thus forms part of the rotor carrier.
  • the multi-plate clutch is designed as a "Normally Open” (NO) system and must be actively pressed for torque transmission via an actuating piston, item 12. Due to the normal force acting on the lamellae, a frictional force is created on the linings via the coefficient of friction m, which, in accordance with the strength of the contact pressure, enables the transmission of a circumferential force and thus, depending on the average frictional radius of the lamellae, the transmission of a torque.
  • NO Normally Open
  • the force on the piston arises from oil pressure that acts on the piston surface.
  • the pressure chamber is formed between the converter cover, piston, and hub item 30.
  • the pressure chamber is sealed radially on the outside using the piston seal (item 13) and radially on the inside using a shaft seal (item 20).
  • the oil supply takes place via a controlled oil channel pos. 19. If pressure is built up, the piston moves to the left against the spring force of the return spring item 15 and presses on the right outer plate. This shifts to the left via the toothing in the ALT and compresses the plate pack.
  • the plate pack consists of alternating the arrangement of outer and inner plates.
  • the force is supported via a thicker outer lamella, the so-called end lamella item 17, on a securing ring (snap ring) item 18, which is seated in a groove in the outer disk carrier. Since the ALT is firmly connected to the converter cover, the power flow closes here. In order to keep the deformation of the components as low as possible, sufficient rigidity must be ensured in the design.
  • the converter cover is welded to the hub and forms the output item 2.
  • a compensating chamber item 21 is available. This is formed from a sealing sheet item 16 and a seal item 14 ge.
  • the compensation chamber is also supplied with oil via an oil duct. This however, is not pressurized.
  • the compensation chamber has only one seal radially on the outside at the level of the piston seal. Overflow channels are provided radially on the inside to displace the oil when the piston is actuated. If the oil pressure in the oil chamber is switched off, the return spring can push the oil in the piston chamber back through the oil duct item 19.
  • Fig. 2 shows an embodiment of the KO as a cone coupling with left-handed cone in the NO design.
  • the piston chamber and the compensation chamber Item 21 are swapped here.
  • the oil channels must also be interchanged.
  • the piston is actuated to the right here.
  • the cone element is connected to the input part Pos.1 via a support plate Pos.22, which e.g. riveted or welded or in any other way firmly connected and secured against axial displacement.
  • This carrier plate has recesses into which the claws item 23 of the intermediate friction ring (ZRR) item 24 engage.
  • ZRR intermediate friction ring
  • a tolerance compensation can also be made by connecting the cone element to a spring set upstream or downstream (torsion damper).
  • the torsion damper allows for radial and axial relative movement between the input and output part due to the design by separating the input and output part via an elastic spring element.
  • ZRR lighter side of the cone element
  • the damper for tolerance compensation (no bearing).
  • the ZRR is clamped between the external friction ring (ARR) item 26 and the inner friction ring (IRR) item 27 when the piston item 12 is actuated.
  • the contact pressure of the piston is translated via the cone angle, so that the normal force on the friction lining item 25 is increased.
  • a higher friction force can be generated compared to a multi-plate clutch with the same contact pressure, the same average friction radius and the same friction conditions (coefficient of friction), which is why in this application two friction surfaces are sufficient.
  • the larger actuation path in comparison to a multi-plate clutch is compensated for by the smaller number of friction surfaces required and the associated lower clearance.
  • the limitation to two friction surfaces enables the toothing of the inner and outer plate carrier to be saved. All that is required is a non-rotatable connection item 28 between the inner and outer friction ring with the possibility of axial displacement.
  • the ARR is formed by part of the rotor support item 8.
  • the outer friction ring can also be a separate part that is connected to the rotor in a rotationally fixed manner and axially secured.
  • the IRR is part of the actuating piston item 12 here.
  • a fixed connection between the inner or outer friction ring on the piston means that there is no need for a separating spring between the inner and outer friction ring.
  • the separation and the return of the piston is taken over by the return spring item 15.
  • this can be designed as a helical compression spring (SDF) package or as a plate spring, item 34, as shown in FIG.
  • the anti-rotation lock item 28 between the inner and outer friction ring is secured here by a bolt item 28 or comparable form-locking element on the rotor carrier, which engages in recesses item 29 on the inner friction ring and permits axial displacement.
  • the IRR can be connected to the ARR or rotor carrier via:
  • a sliding toothing (e.g. spline toothing) between the piston and
  • a disc spring (as a return spring), which is attached to the IRR and to the hub or converter cover so that it cannot rotate (positive locking) and can thus transmit torque
  • the hub is firmly connected to the converter cover, which represents the output.
  • the rotor carrier is also firmly connected to the converter cover.
  • this connection is shown as a rivet connection item 36 via a molded rivet on the converter cover.
  • the rivet heads can also be completely sunk in the rotor support plate.
  • oil pressure is introduced into the piston chamber item 31 via the controlled oil channel item 19. This causes a force on the piston surface, which works against the return spring item 15, shifts the piston and thus the IRR to the right and clamps the ZRR between the IRR and ARR.
  • the piston chamber is formed by the sealing plate item 32, the piston and the hub item 30.
  • a static seal between the sealing plate and hub, as well as two movement seals, piston seal item 13 between the sealing plate and piston and between piston and hub item 20, are used.
  • the compensation chamber is formed by the piston, hub and converter cover as shown.
  • a seal pos. 14 seals the compensation space radially outwards.
  • the compensation space between the piston, hub and disc spring can be formed.
  • the seal item 14 must then be placed between the diaphragm spring and the piston with the same diameter as the piston seal.
  • the oil flow of the cooling oil flow can be guided in a variant with a plate spring (Fig. 3) as a return spring through openings on the inside diameter of the plate spring (item 35) between the converter cover and the plate spring to the radially outside and thus be directed directly to the cone.
  • the cone element can also be used directly for oil control. For example, when the clutch is open, the cooling oil could be distributed so that one part runs through the cone to the left and the other part through a hole pos. 44 to the right. When closed, the cone seals the oil flow to the left and all oil is directed to the right through hole pos. 44.
  • connection variant of the cone coupling offers the possibility of an additional parallel frictional connection and thus an increase in the transmissible torque.
  • an additional frictional contact between the sealing plate item 32 and the carrier plate item 22 can take place from a certain oil pressure. To do this, the sealing plate item 32 must be firmly connected to the hub.
  • Fig. 4 shows the same structure of the cone coupling as a "Normally Closed” (NC) system.
  • the compensation space and the pressure space are again comparable Fig.1 arranged.
  • the spring assembly item 37 shown here is not used for resetting, but must exert the maximum required closing force.
  • This closing spring can also be designed as a plate spring, item 39, as shown in FIG.
  • One advantage here is that the plate spring is supported radially far inside on the sealing plate item 16 of the compensation chamber. As a result, the sealing plate does not have to be laid out so massively. It could even be completely dispensed with the sealing plate if the plate spring item 39 takes over this function and, as already described above, the sealing of the compensation space item 14 between the plate spring and the piston follows.
  • the cooling oil can be routed to the cone via an oil baffle item 38 (Fig. 5), e.g. is hung or welded into the IRR.
  • Fig. 6 shows an embodiment variant with a cone rising to the right. As a result, the direction of actuation is reversed compared to the cone on the left.
  • the variant shown shows a NO design.
  • the pressure chamber is on the right and the compensation chamber on the left.
  • the piston When the piston is actuated, the piston is pressed to the left with IRR and clamps the ZRR between IRR and ARR.
  • the ARR pos. 26 is axially supported by a circlip pos. 40, which is inserted in the rotor carrier pos. 8.
  • An alternative embodiment of the ARR in sheet metal design is shown in Fig. 7.
  • the rotor carrier is with a carrier plate item 41 e.g. welded that in turn on the converter cover e.g. is riveted.
  • the carrier plate pos. 41 contains recesses pos. 29 in the claws pos. 28 of the ARR and the IRR and engage them positively and secure them against rotation.
  • Axial displacement remains guaranteed.
  • this plug-in connection should be as large as possible in order to keep the frictional forces, which counteract an axial displacement under moment, small.
  • Fig. 8 shows an embodiment of the cone-K0 with a cone rising to the right as a NO design, like Fig. 6, with only one friction surface and no compensation space and represents a miniature design for small torques.
  • the moment initiated is no longer determined by a ZRR transmit the two paths ARR and IRR. There is no ZRR here.
  • the previous ZRR takes over the function of IRR Item 42.
  • the diaphragm spring item 34 also takes over the function of power transmission from the piston to the IRR item 42. and represents a lever mechanism.
  • the actuating force of the piston is reduced to the IRR via the lever ratios. It is therefore advantageous if the piston is connected to the plate spring as far radially as possible. If the piston were connected to a larger diameter than the IRR, a translation would take place. However, this is in contrast to the largest possible friction radius of the cone.
  • the separation of the friction surfaces in the depressurized state (NO) must be ensured by an additional spring, item 43.
  • the ARR is supported on the rotor carrier via a circlip pos. 40.
  • the circlip ensures that the coupling can be installed when installed to the right.
  • the support plate item 22 is mounted with the pre-inserted separation spring item 43 on the input part item 1, e.g. riveted. Belleville washer, IRR and ARR are inserted on the gearbox side and secured using the circlip pos. 40.
  • the coupling is completed when assembling the gearbox on the motor by inserting the IRR item 42 into the recesses on the carrier plate item 22.
  • the separation springs pos. 43 ensure the clearance between the IRR and ARR. In order to prevent drag torques in the open state, care should be taken to ensure that there is a second clearance between the disc spring and the IRR in the open state.
  • the rotor carrier is welded to the carrier plate item 41 and the carrier plate is in turn welded to the converter cover.
  • Fig. 9 shows an embodiment of the cone K0 with a cone rising to the right as an NC.
  • Fig. 10 shows an embodiment of the cone K0 with a left-handed cone as NO with only one friction surface.
  • the compensation chamber can be replaced by the disc spring with additional Lich sealing element are formed or, as shown in Fig.8, completely omitted.
  • An additional spring, item 43 must also be used to separate the friction surfaces.
  • the ZRR is held over the torsion damper and the spring set of the torsion damper allows tolerance compensation in both the axial and radial directions.
  • the torsion damper can, however, also be arranged elsewhere in other embodiments. Alternatively, the tolerance can also be compensated for by another torsion damper at another point.
  • Friction linings item 25 are glued to the ZRR. These friction linings can also simply be inserted between ZRR and IRR as well as ZRR and ARR. In that case, however, the rigidity and strength must be sufficiently high to withstand the tensile and compressive forces that occur during the slip state (state when closing with differential speed between the ZRR and the inner and outer friction ring from the first friction contact until the clutch is fully synchronized and closed).
  • a radial tolerance compensation can, as an alternative to a claw connector with play, also be done by connecting the cone element to an upstream or downstream spring set (torsion damper). Due to the design, the gate damper allows radial and axial relative movement between the input and output parts by separating the input and output parts via an elastic spring element. In order to keep the unbalance as low as possible, it is advisable to use the lighter side of the cone element (ZRR) and the damper for tolerance compensation (no bearing). If this is not desired, the degree of freedom must be restricted using appropriate storage concepts.
  • Hub with the hub firmly connected to the converter cover and this firmly connected to the rotor support / ARR - disadvantage is the small connection diameter and the associated high frictional forces
  • a disc spring (as a return spring), which is attached to the IRR and to the hub or converter cover so that it cannot rotate (positive locking) and can thus transmit torque
  • ARR is part of the rotor carrier or designed as a separate part that is inserted into the rotor carrier with as little play as possible and is secured against rotation and axially.
  • Disc spring (no matter whether return spring or closing spring) takes over the sealing plate function. Compensation chamber seal is attached or inserted to disc spring. Disc spring with holes on the inside diameter for oil flow, cooling oil flow and for overflow when the piston is actuated
  • Cone element is used to control or direct the cooling oil flow.
  • Belleville spring acts as a lever for power transmission from the piston to IRR, as shown in Fig.8.
  • different sub or gear ratios can be set.
  • Separation spring is suspended in the version with only one friction surface, for example in the carrier plate.
  • Intermediate friction ring is not designed as a closed ring, but segmented to compensate for tolerances.
  • Friction linings are not glued on, but only inserted. Due to the conical shape, the covering cannot migrate out.
  • the saving in adhesive processing is advantageous here. However, in such embodiments, the following must be considered:
  • the friction lining must be stiff enough that it does not wrinkle when it comes into contact o
  • the friction lining must have sufficient strength that it does not tear.
  • the invention is not restricted to the embodiments described. As stated above, only individual advantageous features can be provided, or the different features of different examples can be combined with one another.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un module hybride pour un véhicule, qui est disposé dans une chaîne cinématique entre une unité d'entraînement, notamment un moteur à combustion interne, et une prise motrice. Une machine électrique est présente, dont un rotor est relié à la prise motrice et un accouplement est présent entre l'unité d'entraînement et la machine électrique. L'invention est caractérisée en ce que l'accouplement est réalisé sous la forme d'un accouplement conique.
EP19816539.1A 2018-11-16 2019-11-15 Élément conique faisant office d'accouplement dans un espace de montage k0 Withdrawn EP3880546A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018219676.1A DE102018219676A1 (de) 2018-11-16 2018-11-16 Konuselement als Kupplung im K0-Bauraum
PCT/EP2019/081462 WO2020099627A1 (fr) 2018-11-16 2019-11-15 Élément conique faisant office d'accouplement dans un espace de montage k0

Publications (1)

Publication Number Publication Date
EP3880546A1 true EP3880546A1 (fr) 2021-09-22

Family

ID=68621262

Family Applications (2)

Application Number Title Priority Date Filing Date
EP19806158.2A Active EP3880545B1 (fr) 2018-11-16 2019-11-15 Élément conique comme embrayage dans l'espace de construction k0
EP19816539.1A Withdrawn EP3880546A1 (fr) 2018-11-16 2019-11-15 Élément conique faisant office d'accouplement dans un espace de montage k0

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP19806158.2A Active EP3880545B1 (fr) 2018-11-16 2019-11-15 Élément conique comme embrayage dans l'espace de construction k0

Country Status (5)

Country Link
US (2) US11524565B2 (fr)
EP (2) EP3880545B1 (fr)
CN (2) CN113056411B (fr)
DE (1) DE102018219676A1 (fr)
WO (2) WO2020099626A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020214990A1 (de) 2020-11-27 2022-06-02 Zf Friedrichshafen Ag Trenneinrichtung sowie Antriebsstrang und Fahrzeug mit dieser
DE102021106623B3 (de) 2021-03-18 2022-08-04 Schaeffler Technologies AG & Co. KG Kupplungsvorrichtung mit einer axialen Verzahnung
DE102021108412B3 (de) 2021-04-01 2022-04-21 Schaeffler Technologies AG & Co. KG Trennkupplung für Hybridmodul, und Hybridmodul
DE102021108408B3 (de) 2021-04-01 2022-05-05 Schaeffler Technologies AG & Co. KG Trennkupplung für Hybridmodul, und Hybridmodul
DE102021108410B3 (de) 2021-04-01 2022-05-05 Schaeffler Technologies AG & Co. KG Trennkupplung für Hybridmodul, und Hybridmodul
DE102021108418B4 (de) 2021-04-01 2023-01-12 Schaeffler Technologies AG & Co. KG Trennkupplung für Hybridmodul, und Hybridmodul
DE102022202472A1 (de) 2022-03-11 2023-09-14 Zf Friedrichshafen Ag Konuskupplung für ein Kraftfahrzeug

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3649312B2 (ja) * 1997-09-13 2005-05-18 本田技研工業株式会社 ハイブリッド車の駆動力伝達装置
DE19835575A1 (de) * 1998-08-06 2000-03-02 Mannesmann Sachs Ag Parallelhybridantrieb für ein Kraftfahrzeug mit in die elektrische Maschine integrierter Kupplung und zugehörige Elektromotorbaueinheit
DE102004059814A1 (de) * 2004-12-06 2006-06-08 C. & E. Fein Gmbh Kupplung, insbesondere für ein Elektrowerkzeug
DE102005056282B4 (de) * 2005-11-24 2007-12-13 Zimmer, Günther Brems- und/oder Klemmvorrichtung für Wellen
KR100946491B1 (ko) * 2007-08-24 2010-03-10 현대자동차주식회사 하이브리드 차량용 동력전달장치
DE102007050235A1 (de) * 2007-10-20 2009-04-23 Zf Friedrichshafen Ag Antriebssystem für ein Fahrzeug
CN201209633Y (zh) * 2008-06-23 2009-03-18 沅江市新安农机修造厂 圆锥摩擦离合器
DE112009003882B4 (de) * 2009-01-19 2018-09-13 Schaeffler Technologies AG & Co. KG Hybridmodul für einen Antriebsstrang eines Fahrzeuges
JP5168598B2 (ja) 2010-03-31 2013-03-21 アイシン・エィ・ダブリュ株式会社 ハイブリッド駆動装置
JP5589247B2 (ja) * 2011-11-04 2014-09-17 アイシン・エィ・ダブリュ株式会社 車両用駆動装置
JP2013155810A (ja) * 2012-01-30 2013-08-15 Aisin Aw Co Ltd 車両用駆動装置
US20140057489A1 (en) 2012-08-24 2014-02-27 Camas Elaine Reed Dual coupler stay
DE102012220563A1 (de) * 2012-11-12 2014-05-15 Zf Friedrichshafen Ag Reibschlüssiges Schaltelement
DE102014014236A1 (de) * 2014-02-22 2015-08-27 Borgwarner Inc. Antriebsstrang für ein Kraftfahrzeug und Verfahren zum Betrieb eines solchen Antriebsstrangs
JP6257419B2 (ja) 2014-04-01 2018-01-10 アイシン・エィ・ダブリュ株式会社 車両用駆動装置
DE102015201931A1 (de) * 2015-02-04 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Hybridfahrzeug
US10672663B2 (en) * 2016-10-07 2020-06-02 Xcelsis Corporation 3D chip sharing power circuit
IT201700044349A1 (it) * 2017-04-21 2018-10-21 Ferrari Spa Veicolo con propulsione ibrida
FR3083171A1 (fr) * 2018-06-27 2020-01-03 Valeo Embrayages Dispositif de transmission pour vehicule hybride
DE102018119199A1 (de) * 2018-08-07 2020-02-13 Hoerbiger Antriebstechnik Holding Gmbh Antriebsstrang eines elektrisch angetriebenen Fahrzeugs und elektrisch angetriebenes Fahrzeug

Also Published As

Publication number Publication date
CN113056411A (zh) 2021-06-29
EP3880545B1 (fr) 2022-12-14
US11518232B2 (en) 2022-12-06
CN113039118B (zh) 2023-03-28
EP3880545A1 (fr) 2021-09-22
WO2020099627A1 (fr) 2020-05-22
US20210402866A1 (en) 2021-12-30
US11524565B2 (en) 2022-12-13
CN113039118A (zh) 2021-06-25
DE102018219676A1 (de) 2020-05-20
US20220009334A1 (en) 2022-01-13
CN113056411B (zh) 2023-03-28
WO2020099626A1 (fr) 2020-05-22

Similar Documents

Publication Publication Date Title
EP3880546A1 (fr) Élément conique faisant office d'accouplement dans un espace de montage k0
EP2504597B1 (fr) Dispositif de transfert de couple
EP2310706A1 (fr) Embrayage double
DE10004179A1 (de) Mehrfach-Kupplungseinrichtung
DE10004189A1 (de) Mehrfach-Kupplungseinrichtung
WO2012013173A1 (fr) Dispositif d'embrayage
DE10004190A1 (de) Mehrfach-Kupplungseinrichtung
EP2724050B1 (fr) Dispositif de transmission de couple de rotation
DE112010002051B4 (de) Doppelnasskupplung
WO2011072653A1 (fr) Dispositif de transmission de couple de rotation
DE10146606A1 (de) Mehrfach-Kupplungseinrichtung mit axial nebeneinander angeordneten Lamellen-Kupplungsanordnungen
DE10004195A1 (de) Mehrfach-Kupplungseinrichtung
DE102010051447A1 (de) Kupplungseinrichtung
DE102015111356A1 (de) Schaltvorrichtung für ein Kraftfahrzeuggetriebe
EP3844414A1 (fr) Module hybride comprenant un embrayage de séparation, ainsi que dispositif d'actionnement
EP2868942B1 (fr) Dispositif d'embrayage à disques multiples
DE102009042078A1 (de) Kraftübertragungsvorrichtung
WO2019120366A1 (fr) Unité de transmission de couple et chaîne cinématique
DE102009004718B4 (de) Kupplungsaggregat mit einer gegenüber einem Gehäuse zentrierten Tellerfeder
EP3826873B1 (fr) Module hybride doté d'un arbre d'entrée à passage tournant et dispositif d'actionnement pour un embrayage parmi plusieurs embrayages et chaîne cinématique
DE102013200552A1 (de) Doppelkupplung
DE102009050672A1 (de) Kraftübertragungsvorrichtung und Verwendung einer derartigen Kraftübertragungsvorrichtung
DE102009042065A1 (de) Kraftübertragungsvorrichtung
DE102011085139A1 (de) Reibungskupplungseinrichtung
DE102020103353B3 (de) Reibkupplung

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210519

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20220104